Vehicle structural beam and method of manufacture

ABSTRACT

A vehicle structural beam, such as a door intrusion beam, which possesses an elongate tubular beam part which at opposite ends is provided with mounting flanges for securement to a vehicle frame. The elongate tubular beam part and the flanges provided at opposite ends are defined by an integral, one-piece, monolithic steel structure which has been initially roll-formed from an elongate flat metal sheet to define the closed tubular structure of the tubular beam part, and which has been subjected to heating and quenching so that the elongate tubular beam part is of relatively high strength steel throughout its entire length, whereas the integrally and monolithically joined end flanges remain as lower strength steel which has been significantly unaffected by the heat treatment and quenching so as to permit appropriate shaping thereof and ease of welding to the vehicle frame.

CROSS-REFERENCE TO RELATED APPLICATION

This invention relates to co-pending U.S. provisional application Ser.No. 60/211 100, filed Jun. 12, 2000, the entire disclosure of which isincorporated herein by reference.

FIELD OF THE INVENTION

This invention relates to a structural beam, particularly for a vehiclesuch as an automobile or truck, and to an improved beam construction andan improved process for manufacture thereof.

BACKGROUND OF THE INVENTION

Automotive vehicles such as automobiles and trucks employ a significantnumber of different structural beams associated with the vehicle frameto provide strength and rigidity. Many such beams are intended toprovide increased protection for the vehicle occupants in the event of acollision or other accident. For example, a conventional door for avehicle such as an automobile or truck has a hollow frame with verticalside rails, a bottom rail and a top rail. A structural door intrusionbeam is typically disposed interiorly of the frame at a location spacedupwardly from the bottom rail and extends generally horizontally betweenand has opposite ends fixed to the side rails. The door intrusion beamthus provides improved strength against side impact on the vehicle doorso as to provide improved protection for a passenger in the event of acollision. The door intrusion beam is desirably constructed of amaterial and/or configuration so as to maximize its strength andeffectiveness in the event of a collision. There is, however, acontinuing need to improve manufacturing processes to permit the beam tobe formed in an economical manner while at the same time providing abeam having desirable impact strength while at the same time minimizingweight.

Numerous beam constructions and manufacturing processes have beendeveloped or formulated in order to attempt to provide a strongintrusion beam, and in particular permit manufacture of a strongintrusion beam from less expensive materials, and in this respectintrusion beams have been developed which involve a wide variety ofcross sections, including beams wherein the main elongate beam body hasa hat-shaped cross section, an H-shaped cross section, a longitudinallygrooved cross section, a hollow tubular cross section, and other complexcross-sectional shapes. In these known beams, the main elongate beambody is provided with flanges at opposite ends which are suitably shapedto enable them to be fixedly secured to the side frames of the door,which fixed securement preferably involves welding. Such flanges arethus preferably of lower grade or lower strength steel in view of thedifficulty of welding high strength materials. Hence, many of the knownintrusion beams have necessarily involved a multi-piece construction,namely an elongate beam body of one material or shape so as to provideone property, and separate flanges of a different material or propertyto facilitate attachment to the door frame. These beams and themanufacturing processes affiliated therewith are typically of greatercomplexity and cost than is desired.

For example, in one known construction, the elongate beam body is formedas a hollow tubular member which is roll-formed to define an elongatetubular element, with the material used for forming the roll-form beingof lower strength. Following roll-forming and welding, the elongatesheet is then subjected to intermittent heating and quenching atselected lengths therealong so as to provide for strength increases inthe element at selected locations. The element is cut to length todefine a beam part. Separate preformed end flanges of lower strengthsteel are then welded to the ends of the elongate center beam body,which ends have not been heat treated. This overall forming process is,however, unnecessarily complex due to the way in which the quenching ofthe roll-formed tubular section is heat treated in an intermittentmanner at select locations, which also causes loss in strength adjacentthe beam ends, and wholly separate end flanges are separatelymanufactured and thereafter secured to the ends of the tubular beam.

Examples of various door intrusion beam constructions, and themanufacturing processes therefor, are illustrated by U.S. Pat. Nos.4,090,734, 4,599,843, 4,708,390, 4,838,606, 5,080,427, 5,124,186,5,232,261, 5,272,841, 5,370,437, 5,404,690, 5,466,032, 5,540,016,5,600,931, 5,756,167, 5 785,376, 5,813,718, 5,813,719, 5,868,456,5,884,960, 5,887,938.

Vehicles such as automobiles and trucks also employ numerous other typesof structural beams for defining part of the vehicle for structuraland/or safety purposes, and examples of such beams are bumpers, roofbows, etc. These beams desirably provide high strength, but the need toprovide weldable mounting flanges often compromises the selection ofbeam material and the overall strength of the beam, thus resulting inundesired increases in beam size and/or wall thickness, and consequentincreases in weight.

Accordingly, it is an object of this invention to provide an improvedmethod of manufacturing a structural beam for a vehicle, and an improvedbeam structure, which in one embodiment comprises a door intrusion beam,and which improves on and overcomes many of the constructional orprocessing disadvantages associated with conventional processes andconstructions.

More specifically, the present invention relates to an improvedstructural beam, particularly for a vehicle, which possesses an elongatetubular beam part which at opposite ends is provided with suitablyshaped mounting flanges for securement to a vehicle frame. The elongatetubular beam part and the flanges provided at opposite ends thereof areall defined by an integral, one-piece, monolithic steel structure whichhas been initially roll-formed from an elongate flat metal sheet so asto define the closed tubular structure of the tubular beam part, andwhich has been subjected to heating and quenching so that the elongatetubular beam part is of relatively high strength steel throughout itsentire length, whereas the integrally and monolithically joined endflanges remain as lower strength steel which has been significantlyunaffected by the heat treatment and quenching so as to permitappropriate shaping thereof and ease of welding to the vehicle frame.This beam is particularly desirable for use, for example, as a doorintrusion beam, a roof bow beam, or an exterior vehicle bumper.

The present invention also relates to an improved process for formingthe structural beam, as aforesaid, which process involves forming beamsby providing an elongate sheet of relatively flat low-strength steel,subjecting the sheet to appropriate notching and/or slitting operationsin those areas of the sheet which will ultimately be formed into the endflanges, then feeding the elongate sheet through a roll-forming mill sothat the sheet is transversely deformed (i.e. rolled) into an elongateprofile having a reshaped cross section which includes a substantiallyclosed tubular cross section which extends along the un-notched regionof the sheet to define the elongate center tubular beam part, with thenotched regions of the sheet failing to define a closed tubular sectiondue to the presence of the notches. The roll-formed profile is suppliedto an induction heater followed by a quencher to effect heating ofsolely the closed tubular section so that this section, when quenched,results in the elongate tubular beam part being of relatively highstrength. The heating and quenching, however, is ineffective insignificantly modifying the properties of the notched regions, and hencethey retain their lower strength. These regions are then suitably shapedto define the desired end flanges, which are integrally andmonolithically joined to opposite ends of the high-strength elongatetubular beam part, whereupon the finished structural beam can be moreeasily welded to the vehicle frame, and the flanges also more readilyaccommodate tolerance variations and distortions which are typicallyexperienced with respect to the frame.

The process of the present invention, as briefly summarized above,preferably effects notching of a substantially continuous sheet atdefined intervals therealong to define notched and un-notched regions ina defined arrangement lengthwise along the sheet, with the sheetthereafter being roll-formed to define said profile as an elongate andcontinuous structure which is still joined to the flat steel sheet.Abutting or contacting edges of the sheet at least through the closedtubular sections are then welded together, and the continuous profilethereafter sequentially moved into and through the induction heater andthe quencher. The elongate profile is, after quenching, transversely cutor severed at the notched region to define separate beams having endflanges at opposite ends thereof as defined by the notched regions. Theend flanges can be appropriately reshaped, if necessary, as by stampingor the like, to provide the desired configuration.

The improved beam of this invention, and the improved process forforming the beam, both as summarized above, according to a preferredembodiment relate to a door intrusion beam for a vehicle door, whereasalternate embodiments relate to a roof bow beam for a vehicle roof or avehicle bumper beam.

Other objects and purposes of the invention will be apparent to personsfamiliar with structures and processes of this general type upon readingthe following specification and inspecting the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatic elevational view illustrating a vehicle doorframe having a door intrusion beam attached thereto.

FIG. 2 is a view taken generally along line 2-2 in FIG. 1 andillustrating the intrusion beam separated from the door frame.

FIG. 3 is a side elevational view which illustrates solely the door beamof the present invention.

FIG. 4 is an enlarged sectional view of the door beam as taken generallyalong line 4-4 in FIG. 2.

FIG. 5 is a diagrammatic representation of the forming process andapparatus according to the present invention for a structural beam, forexample the door intrusion beam of FIGS. 3 and 4, with the diagrammaticrepresentation being illustrated from one side of the initially suppliedsteel sheet.

FIG. 6 is a diagrammatic representation of the process and apparatus ofFIG. 5 but being taken from a view looking down onto the upper surfaceof the flat sheet.

FIG. 7 is an enlarged fragmentary plan view of a length of the sheetfollowing slitting and notching thereof, but prior to roll-formingthereof.

FIG. 8 is a fragmentary top view showing the formed sheet as it departsfrom the rolling mill.

FIG. 9 is an enlarged cross-sectional view taken generally along line9-9 in FIG. 8.

FIG. 10 is an enlarged cross-sectional view taken generally along line10-10 in FIG. 8.

FIG. 11 is a fragmentary view which corresponds generally to FIG. 7 butillustrates a variation in the notching and slitting of the sheet duringthe manufacturing process.

FIG. 12 is a view similar to FIG. 2 but illustrates a cross-sectionalview of the door intrusion beam formed utilizing the modified process ofFIG. 11.

FIG. 13 is a diagrammatic view of a vehicle (i.e. an automobile) andillustrating a roof bow beam according to the present inventionassociated with the vehicle roof.

FIG. 14 is a fragmentary perspective view showing one end of the roofbow beam of FIG. 13.

FIG. 15 is a cross-sectional view of the roof bow beam as taken alongline 15-15 in FIG. 14.

FIG. 16 is an enlarged fragmentary plan view of a length of metal sheetafter cutting and notching, but prior to roll-forming thereof, as usedfor forming the roof beam of FIGS. 14 and 15.

FIG. 17 is a fragmentary top view of the profile after the sheet of FIG.16 has passed through and been reshaped in the rolling mill.

FIG. 18 is an enlarged cross-sectional view of the notched region of theprofile as taken along line 18-18 in FIG. 17.

Certain terminology will be used in the following description forconvenience and reference only, and will not be limiting. For example,the words “upwardly”, “downwardly”, “rightwardly” and “leftwardly” willrefer to directions in the drawings to which reference is made. The word“forward” will also be used to designate the direction of movement ofthe sheet material during the forming process, which direction isdesignated by the arrows in FIGS. 5 and 6. Said terminology will includethe words specifically mentioned, derivatives thereof, and words ofsimilar import.

DETAILED DESCRIPTION

The improved process for forming a structural beam, and the improvedstructural beam construction of this invention, will now be describedwith particular reference to FIGS. 1-10. The structural beam illustratedin FIGS. 1-10 is, according to a preferred embodiment of the invention,a door intrusion beam for a vehicle.

In FIG. 1, there is diagrammatically illustrated a frame 10 of a vehicledoor, such as for an automobile or truck. Such frame typically has abottom frame rail 11 which at opposite ends is rigidly joined toupwardly projecting side rails 12 and 13, which side rails in turn aregenerally rigidly joined by a top rail 14. The frame is conventionallyconfigured with an opening 15 in the upper portion thereof foraccommodating a window. The frame, except for the area of the window, isconventionally covered with a thin exterior skin (not shown), such assheet metal. This thin skin, and the necessity of maintainingsignificant open space in the bottom of the door frame to accommodate anopenable window, hence results in the door having minimal side impactstrength.

To improve upon the side impact strength of the door, it is conventionalto include a side impact beam which extends across the lower hollowframe portion and joins to the side rails. In this respect, there isillustrated a side impact beam 20 constructed according to the presentinvention, which beam is disposed within the hollow frame in upwardlyspaced relation to the bottom rail 11, and is fixedly coupled atopposite ends thereof to the frame side rails 12 and 13.

In the illustrated embodiment, the intrusion beam 20 has an elongatetubular center beam part 21 which, at opposite ends, is provided withflanges 22 and 23. These flanges may assume a wide variety of differentshapes suitable for accommodating the configuration of the door frameand permitting securement thereto, such by welding. In the illustratedembodiment the one flange 22 has a generally flat plate-like shape whichenables it to overlap a surface, such as one side surface of rail 13,whereas the other end flange 23 is illustrated as being of a generallyL-shaped cross section so that one leg thereof will overlap an innersurface and permit welded securement to the other side rail 12. It willbe appreciated, however, that the shape of the flanges 22 and 23 can bevaried and determined in accordance with the shape of the door rails andthe specific desired configuration for attachment to the door framerails, and thus other shapes for the flanges 22 and 23 can be providedwithout departing from the present invention.

The door beam 20 in a preferred construction, as illustrated by FIG. 4,has the elongate center tubular beam part 21 provided with a generallyfour-sided configuration, specifically a trapezoidal cross sectiondefined by a front wall 26 which is generally parallel with but ofgreater transverse width than the rear wall 27, with these walls 26 and27 being integrally and monolithically joined together by side walls 28and 29 which project transversely rearwardly from the front wall 26 andare inwardly inclined so that they generally converge as they projectrearwardly for connection with the back wall 27, whereby the trapezoidalconfiguration of the beam part 21 is thus generally symmetrical about avertically extending centerline in FIG. 4.

In the improved intrusion beam 20 of the present invention asillustrated by FIGS. 3 and 4, the elongate tubular center part 21 is,throughout the length thereof, of a relatively high strength steel sothat the material properties, coupled with the closed tubularconfiguration of the beam part 21, thus provide the beam part withsignificant impact resistance when an impact load is imposedtransversely to the longitudinal length of the beam part. The endflanges 22 and 23, however, are of a relatively softer andlower-strength steel in relationship to the center beam part 21. Infact, the strength of the center beam part 21 is significantly greaterthan the strength of the end flanges 22-23. These latter flanges canthus be more easily and conveniently shaped or formed so as toaccommodate and conform to the configuration of the door frame siderails, and can obviously be much more easily welded to the door framesbecause of the lower strength and hardness properties of the flanges.Even though the flanges 22-23 have significantly different strength andhardness properties in comparison to the center beam part 21, theseflanges 22 and 23 are nevertheless integrally and monolithically joinedto the center beam part 21, and in fact beam part 21 and flanges 22-23are all initially formed from a monolithic one-piece flat sheet ofsteel, preferably low grade (i.e., relatively low strength and lowhardness) steel.

Forming the steel sheet so as to result in a monolithic structural beam,specifically a door intrusion beam, having the construction andproperties summarized above will be hereinafter described.

There is provided a supply station 31 for supplying sheet steel,preferably a substantially continuous and elongate strip of sheet steelS. The sheet steel at supply station 31 is preferably provided in theform of a conventional coil 32 wherein the sheet steel is effectivelyspirally wound, with the coil being appropriately rotatably supported ona conventional coil stand 33. The thin and relatively flexible sheetsteel S is withdrawn from the coil 32 and fed into and through a sheetdriving station or device 35, such being conventional and typicallyemploying upper and lower drive rolls which drivingly engage oppositesides of the steel sheet S for advancing the sheet forwardly into andthrough the subsequent forming and processing stations. The sheet steelis advanced from the driving station 35 to a station 41, such as apunching press or the like, which effects forming of notches as well ascuts or slits in the flat sheet S fed therethrough. The station 41 caneffect this operation either while the sheet S is momentarily stopped,as controlled by the drive station 35, or in a continuous and sequentialmanner as the sheet is fed through the station 41 by forming the station41 with forming or cutting dies mounted on appropriate moving punchingheads. In its passage through the station 41 the flat sheet S isappropriately punched, cut or slit at spaced intervals so that the sheetS′ departing the station 41 possesses un-notched or uncut portions 42(FIG. 7) disposed generally in uniformly spaced relationship along thesheet S′, with the un-notched portions 42 being joined by notchedportions 43 which alternate with the un-notched portions 42. Thenotches, cuts and/or slits as formed at station 41 are selected so as toprovide the configuration of the structural beam being formed, such asthe door intrusion beam in this described embodiment.

As illustrated in FIG. 7, the alternating un-notched and notchedportions 42 and 43 respectively define successive but integrallyconnected sheet lengths L which are defined between generally parallelplanes 44 which effectively perpendicularly intersect adjacent notchedportions 43. While these planes 44 in the illustrated embodiment extendgenerally through the centers of the notched portions 43 when viewedlongitudinally of the sheet, it will be appreciated that the planes canbe offset in a direction toward either side of this center location ifdesired, so long as the uniformity of the sheet module length L ismaintained.

The cutting and notching which occurs at station 41 (which may involveone or more simultaneous or sequential operations), and which results inthe notched portions 43, causes each notched portion 43 to be defined bycuts or slits which extend through the thickness of the material, withslits 45 and 46 extending inwardly from one side edge 47 of the sheetand projecting inwardly toward but terminating short of thelongitudinally extending centerline 48 of the sheet. A further pair ofcuts or slits 51 and 52 also extend through the thickness of thematerial and project transversely inwardly from the other side edge 53of the sheet, with slits 51 and 52 also projecting inwardly butterminating short of the longitudinal centerline 48. The slits 45 and 51at their inner ends are generally aligned and separated by a transverseunslit region having a transverse dimension D, and a similarrelationship exists between the opposed inner ends of the slits 46 and52.

The station 41 in the illustrated embodiment also effects forming ofnotches or cutouts at the notched portion 43, including specifically afirst notch or cutout 55 which is defined by a cut line 54 which isspaced inwardly a small distance from and approximately parallel withthe side edge 47 and which extends transversely between and intersectsthe slits 45, 46, thereby creating a substantially rectangular notch orcutout region 55 which projects inwardly a defined distance from thefree edge 47 of the sheet and extends lengthwise between the slits 45and 46.

A similar cutout or recess 56 is defined in the notch portion 43adjacent the other sheet side edge 53. This notch 56 again projectsinwardly a limited distance from the sheet side edge 53, and terminatesat an inner cut line or edge 57 which extends generally transverselybetween and intersects the slits 51 and 52. The notched portion 43 thushas a width extending perpendicularly between the cut edges 54 and 57which is, due to the presence of the cutouts or recesses 55 and 56, lessthan the width W of the sheet, which width is defined across theun-notched portions 42.

As will be apparent from the following description, the un-notchedportion 42 defines the elongate center beam part 21, whereas the notchedportion 43 in this embodiment defines flange parts for two adjacentbeams, one side of the notched portion defining the flange 22 at one endof one beam, and the other side of the notched portion defining the endflange 23 of an adjacent beam.

The formed sheet S′ departing the forming station 41, and havingalternating notched and un-notched portions as illustrated by FIG. 7, isthen fed into a conventional roll-forming mill 61 which includes aplurality of sequential rolling stations 62 which include opposed upperand lower forming rollers which engage opposite sides of the sheet toprogressively deform the sheet from its flat condition into a desiredthree-dimensional shape or profile. In the present invention, therolling mill 61 progressively deforms the sheet S′ which, when fed intothe first station of the mill is of a relatively flat sheetlikeconfiguration, into a three-dimensional configuration which, uponleaving the mill, has a generally closed tubular cross section orprofile throughout at least the un-notched portions 42 of the sheet. Theformed, non-flat, three-dimensional profile as it departs the rollingmill is designated P in FIGS. 5 and 6 since the steel sheet is no longerflat.

Upon departing the rolling mill 61, the formed three-dimensional profileP has, throughout the un-notched portions 42, a substantially closedtubular cross section as designated 62 in FIG. 9. The overall un-notchedportion 42 of the sheet has been suitably reshaped or reformed by themill 61 into a tubular cross section so that the side edges 47 and 53 ofthe original un-notched portions 42 of the sheet substantially meet orcontact one another, thereby effectively defining a seam 63 which runslongitudinally throughout the closed tubular section 62.

Since the notched portions 43 are subjected to the same roll-formingoperations in the mill 61 as the un-notched portions 42, the notchedportions 43 in this illustrated embodiment upon departing the mill havealso been formed into a three-dimensional shape or profile 64 (FIG. 10)which, rather than being a closed tube, instead resembles a partiallyopen channel, or as shown by FIG. 10 resembles a closed tube having anopen slot extending longitudinally therealong, such slot being indicatedat 65 with opposite sides thereof being defined by the cut edges 54 and57. This roll-formed sheet section 64 thus has an open cross-sectionalconfiguration due to the presence of the slot 65.

The construction and operation of the rolling mill 61 is conventionaland well known, and further description thereof is believed unnecessary.

The three-dimensional roll-formed profile P departing the rolling mill61 thus has alternating closed tubular sections 62 and open sections 64,which sections respectively have lengths corresponding to thelongitudinal lengths of the un-notched sheet portions 42 and notchedsheet portions 43. These alternating profile portions 62 and 64 define acontinuous formed profile P which is then fed into a seaming station 71,such as a conventional resistance seam welder which rolls along the seam63 of the workpiece portions 62 so as to effect welding together of themeeting edges 47 and 53 to thereby form a fixed closed tubular crosssection. The welding of the seam 63 occurs substantially continuously asthe formed profile P is moved through the welding station 71. As theopen profile sections 64 move through the welding station 71 and inparticular pass beneath a welding wheel, the welding wheel will belocated in alignment with the air gap 65 which extends longitudinally ofthe workpiece sections 64, and thus no welding operation will occur.Because of this air gap 65, however, the welding wheel can remaincontinuously energized, and hence complex on-off controls for thewelding station are not required.

The continuous elongate formed profile P having alternating weldedclosed tubular sections 62 and open or nontubular sections 64 is thensuccessively fed into and through a heating station 72 and a quenchingstation 73 so that the welded closed tubular sections 62 of the profileP, upon departing the quench station 73, will be of significantly higherstrength and hardness.

More specifically, the heating station 72 comprises a conventionalelectric induction heating oven which, as is well known, includes aheating tunnel defined by an electrically energized heating coil throughwhich the profile P is passed. Due to the inductive field created by theelectrical inductive heating coil and the continuous peripherally closedwall defined by the welded tubular profile sections 62, these sections62 act like the secondary windings of a transformer and are rapidlyheated to a high temperature sufficient to cause a change in theproperties of the steel, such being conventional and well known,whereupon when these heated sections 62 then immediately move into thequench station 73, they are rapidly cooled by being sprayed with acooling fluid such as water or other known quenching fluids such thatthe temperature of the sections 62 is rapidly decreased, therebychanging the properties of the steel defining the tubular sections 62 sothat these sections now have a strength and hardness characteristicwhich is significantly greater than the strength and hardnesscharacteristic of the steel prior to entering the heating station 72.

As to the open profile of the workpiece sections 64, however, the airgap or slot 65 which extends longitudinally of these sections 64effectively creates a short circuit in the peripheral direction of theworkpiece sections 64 and hence prevents any significant inductiveheating of the material of these sections by the surrounding inductivecoil. These open workpiece sections 64, in contrast to the closedworkpiece sections 62, thus experience very little increase intemperature, and hence do not undergo any significant change in theirmaterial properties. Upon departing the quench station 73, the openworkpiece sections 64 hence maintain physical properties which generallycorrespond to their physical properties upon entering the heatingstation 72, namely these sections 64 remain of relatively low strengthand low hardness. The formed profile P′ departing the quench station 73hence now has workpiece sections 62 which are of a closed tubular crosssection and have relatively high strength and hardness, and alternatingopen workpiece sections 64 which are of significantly lower strength andhardness in that these properties more closely resemble the physicalproperties of the original steel sheet material S.

The heating station 72 and quenching station 73 can, if desired, bepositioned within a single and substantially continuous enclosure orshroud 74 if desired.

The continuous three-dimensional heat treated profile departing thequenching station 73, which heat treated profile is designated P′, isthen fed to a conventional cutting station 75 which sequentially causesthe continuous profile P′ to be transversely cut or severed intoindividual elongate workpieces W which have the predefined module lengthL. The cutting at workstation 75 will normally be carried out at planeswhich correspond to the predefined transverse planes 44, whereby thecuts thus occur within the non-heat treated profile sections 64 at alocation spaced between the longitudinal ends thereof. This results ineach severed workpiece W having an elongate closed tubular center part77 which is defined by the heat treated profile section 62 and hencecorresponds to the center beam part 21 of the finished door intrusionbeam 20. The center workpiece part 77 has end workpiece parts 78 and 79at opposite ends thereof, the latter being parts from the non-heattreated open profile sections 64 which, of course, correspond to theun-notched sections 43. These end parts 78 and 79 of the workpiece canbe of the same or different lengths, depending upon the selectedposition of the cutting plane and the desired shape and size of the endflanges 22, 23.

The individual elongate workpiece W is then fed to a forming station 76which effectively reshapes the workpiece ends 78 and 79, eithersimultaneously or sequentially. More specifically, the one end part 78,which has an open channel-like configuration, can be suitably flattenedso as to define the desired flange configuration such as the flange 22,and the other end part 79 is also suitably reformed so as to define thedesired shape of the other end flange 23. The station 76, which maycomprise one or more sequential forming operations or stations, henceeffects necessary pressing, stamping and reforming so that the openchannel-like end parts 78 and 79 are appropriately reshaped into thedesired configurations of the end flanges 22 and 23. Since the end parts78 and 79 have not been heat treated and hence possess relatively lowstrength and low hardness material properties, the reshaping of the endparts 78-79 so as to form the end flanges 22-23 can be relatively easilyaccomplished.

The workpiece departing the forming station 76 thus constitutes thefinished structural intrusion beam 20. Such structural beam 20 thuspossesses end flanges 22 and 23 which are of relatively low grade steelin that they possess lower strength and lower hardness, and thus theynot only can be more readily welded to the vehicle (i.e. door) frame,but they also will more readily deform so as to compensate fordistortions and the like which are typically encountered in vehicle(i.e. door) frames. The center beam part 21, on the other hand, has aclosed tubular cross section throughout, and the material of this centerpart 21 is of high strength and hardness, namely having a strength whichis significantly greater than that of the end flanges 22, 23, wherebythe center beam part 21 thus possesses significantly increased strengthso as to withstand side impact forces thereagainst, such as due to acollision-caused side impact against the vehicle door.

The transverse slits 45-46 and 51-52 which effect a separation linebetween the notched and un-notched portions 42-43, whereby theseportions are joined together solely through the small strip of materialat the dimension D, which strip D effectively defines the base wall 26of the finished door beam, enables the transition from the high-strengthmaterial of the tubular beam part 21 to the low-strength material of theflanges 22-23 to occur over a very short transitional distance, wherebythe desired high strength of the beam part 21 hence can be achieved oversubstantially the entire length of the beam part 21 so as to maximizethe strength thereof.

If necessary or desired, the width of the slits 45-46 and 51-52 can beincreased, such as by making the slits as narrow slots or notches, ifsuch is necessary or desirable to improve the isolation between theadjacent notched and un-notched sections 64 and 62 as they progressthrough the induction heating station.

As an example of the expected materials usable for forming the improvedstructural beam and specifically a door intrusion beam and in accordancewith the improved forming process, the sheet steel S will preferably berelatively low grade and hence low-strength steel so as to minimizeinitial cost thereof. As an example, the initial low grade steel willnormally have a yield strength in the range of 27,000 to 35,000 psi,with a possible upper limit being no more than about 50,000 psi. Afterthe profile P′ of the present invention has been heat treated andquenched at stations 72 and 73, however, the steel defining the closedtubular sections 62 will now preferably have a yield strength in therange of from about 120,000 psi to about 200,000 psi, with the desiredyield strength range being from about 160,000 to about 180,000 psi. Theopen profile section 64, however, will still have a yield strengthproperty which will be similar to or only slightly greater than that ofthe originally supplied steel, with any increase being due primarily tothe cold working thereof in the roll mill. The heat treated sections 62will thus have a yield strength which will typically be more than doublethe yield strength of the non-heat treated sections 64. The resultingstructural beam 20 thus has a closed tubular beam part 21 ofhigh-strength steel which rapidly and integrally transitions into endflanges 22, 23 of low-strength steel.

The sheet steel used for forming the intrusion beam 20 will typicallyhave a thickness in the range of from about 0.090 inch to about 0.150inch, with the preferred thickness being in the neighborhood of about0.120 inch.

Further, the width of the sheet steel S will normally be selected sothat same is sufficient to be formed into a three-dimensional profilehaving the desired cross section of the finished beam, yet avoid havingto effect any significant removal of edge material as waste. Under mostcircumstances it is anticipated that the sheet steel S for forming adoor intrusion beam will have an initial maximum width in the range ofabout 6 to 8 inches.

FIGS. 11 and 12 illustrate a variation of the embodiment of FIGS. 1-10with respect to the manner in which the sheet is notched and cut atstation 41. As illustrated by FIG. 11, particularly in comparison toFIG. 7, the sheet is provided with notches or cut-outs 81 which aredisposed at spaced intervals along the sheet and generally centeredalong the centerline 48 thereof. These cut-outs 81 are generally of arectangular profile, and opposite ends of each notch 81 are defined bycut lines 82 which project transversely outwardly on opposite sides ofthe recess 81 in a direction toward the opposite free edges 83 of thesteel sheet. These cut lines 82, however, terminate short of the sideedges 83 by a distance which is generally designated D/2. The overalldimensions of the recess 81 thus generally corresponds to the combineddimension of the recesses 55 and 56 in FIG. 7, thereby resulting inalternating notched and un-notched sheet portions 87 and 86 which thuscorrespond to the respective portions 43 and 42 in FIG. 7.

With the sheet S′ notched as illustrated in FIG. 11, the sheet isprocessed in the same manner as described in FIGS. 5 and 6 above, exceptthat during the roll-forming of the sheet the opposed edges 83 meetthroughout the entire length of the formed profile and thus are seamwelded together by means of a continuous seam welding operation as theelongate profile is fed through the welding operation. This thus resultsin the closed tubular sections as defined by the un-notched regions 86again having the same closed tubular profile as illustrated in FIG. 12,but in this variation the welded meeting edges 83 and the resulting seamweld 84 occur on the wider outer or bottom wall of the closed tube,rather than at the top wall as in the previous embodiment. Other thanthe weld seam being along the outer wider bottom wall, rather than inthe top wall, the variation illustrated by FIGS. 11 and 12 is in allother respects the same as described above since the cut-outs 81 willagain appear in alternating fashion along the top wall of the formedprofile so as to define alternating closed tubular and open profilesections which will undergo heat treating of solely the closed tubularsections in the same manner as discussed above. This thus permitsforming of vehicle structural beams, such as door intrusion beams,having substantially the same structure and using substantially the sameprocess as described above relative to FIGS. 1-10.

Referring to FIGS. 13 to 18, there is illustrated a second embodiment ofa structural vehicle beam according to the present invention, which beamis manufactured according to the process of this invention. Thisembodiment, which comprises a roof or bumper beam for a vehicle,incorporates many of the same structural and functional features as theembodiment of FIGS. 1 to 12, and is manufactured by means of the samebasis process. Corresponding parts of the embodiment of FIGS. 13 to 18are thus designated by the same reference numerals used in FIGS. 1 to 10but with a prime (′) added thereto.

FIG. 13 diagrammatically illustrates a vehicle, namely an automobile100, having one or more structural roof beams 20′ (often referred to asa roof bow or a roof header) associated therewith in a generallyconventional manner. The roof beam 20′ extends transversely across theroof and has end flanges which are fixed, as by welding, to the sideframe elements (not shown) of the roof.

The roof beam 20′ has an elongate tubular center section 21′ which atopposite ends is integrally and monolithically joined to platelike endflanges 22′ which in turn are used to effect securement to the vehicleframe (i.e., the side frame rails of the roof).

The tubular center section 21′ is defined by a bottom wall 26′ which atopposite ends joins to upstanding sidewalls 28′ and 29′. These sidewalls28′, 29′ at upper ends thereof are joined by a top wall which includestwo wall sections 101 and 102 which project inwardly from the respectivesidewalls and are laterally spaced apart. The top wall sections 101 and102 at inner ends thereof are joined respectively to downwardlyprojecting inner sidewalls 28″ and 29″ . These latter sidewalls at lowerends thereof are joined to a third top wall section 103 which is spaceddownwardly from and substantially spans the gap between the top wallsections 101 and 102. The wall section 103 is spaced upwardly above thebottom wall 26′ by a small clearance distance. The top wall section 103is defined by wall portions which are defined adjacent the sheet edges(i.e. edges 47′ and 53′ in FIG. 16) which, during roll forming,substantially abut to define a closed tubular cross section with theseedges being welded together as indicated at 63′ to define a closed tube.This closed tube, as shown in FIG. 15, has generally hollow boxlike tubesections 104 which extend lengthwise along opposite sides of tube part21′ in generally parallel relationship, and which are joined together bywall 103, thereby defining a channel-like recess 62′ between tubesections 104.

The top wall sections 101 and 102, in the illustrated embodiment, havestrengthening grooves 106 extending lengthwise therealong. The wallsections 101 and 102 are substantially coplanar and, in the illustratedembodiment, each wall section 101,102, and 103 extends across aboutone-third the width of the beam.

The channel or U-shaped configuration of the tubular section 21′ of thebeam, and the resulting channel or U-shaped hollow interior, results inthe beam having significant strength, particularly against bending,while having a small size and profile, and being of light weight.

The beam 20′ in this FIGS. 13-18 embodiment has the end flanges 22′formed as substantially flat plates which are coplanar with and projectoutwardly from the bottom wall 26′. The end flanges 22′ are shown ashaving a width which slightly exceeds the width of bottom wall 26′, butthis dimension as well as the shape of the end flanges can varydepending on the shape of the side frame rails of the vehicle roof andthe nature of the connection therebetween.

The roof beam 20′ as described above is formed by the same process asillustrated in FIGS. 5 and 6 and as described above. The forming of theroof beam 20′ will, however, be briefly described with reference toFIGS. 5 and 16 for purposes of completeness.

The steel sheet as supplied from the supply station 31 (FIG. 5) isappropriately notched and/or cut at defined intervals therealong so thatthe continuous sheet has alternating un-notched and notched regions 42′and 43′ respectively, which ultimately respectively define the centertubular part and the end flanges of the structural beam. The notches55′, 56′ in this embodiment, as in FIG. 7 as described above, openinwardly from the side edges 47′, 53′ of the sheet. The side edges 45′,46′ and 51′, 52′ of these notches project inwardly a small distancebeyond the notch bottom wall 54′, 57′, and in this embodiment the slitsdefining the notch sides are defined as narrow slots or cutouts to thusdefine both a rounded corner and a small space or distance 107 betweenthe end of the center beam part and the main body of the end flanges,which space is bridged by an extension of the respective end flange.

In the beam of FIGS. 13 to 18, the end flange 22′ has a width whichslightly exceeds the width of the bottom wall 26′ of the tubular part,whereby during rolling of the profile P′, the notched sections 43′ willbe formed into a shallow channel-shaped cross section as illustrated inFIG. 18. After the profile P′ has been heated and quenched, whichresulted in a substantial increase in the strength and hardness of onlythe closed tubular sections 62′, then the notched sections 64′ can bephysically reformed or reshaped, as desired, to define the desired shapeand/or size of the end flanges. This reshaping of the end flanges willtypically occur after the profile is transversely cut along lines 44′ toeffect forming of the individual beam members of length L′, but suchreshaping of the end flanges could take place prior to such cutting ifappropriate.

As illustrated in FIG. 13, the present invention also permits forming ofa bumper beam 20″ which, as illustrated, is similar in cross section toroof beam 20′, although it will be appreciated that the structural beamof this invention may assume other configurations particularly in crosssection.

While the invention as described above relates to vehicle beams such asdoor intrusion, roof and bumper beams, it will be appreciated that theseare merely exemplary of the present invention, and that the invention isalso applicable for forming a wide range of beam sizes, shapes andconfigurations, particularly structural beams intended for incorporationinto a vehicular structure. For example, beams constructed in accordancewith this invention can be used at least in part in the construction ofthe space frame or structural cage as proposed for vehicle constructionsso as to optimize strength while minimizing weight, and can also be usedas structural reinforcements for floors and rocker panels of vehicles.

Although a particular preferred embodiment of the invention has beendisclosed in detail for illustrative purposes, it will be recognizedthat variations or modifications of the disclosed apparatus, includingthe rearrangement of parts, lie within the scope of the presentinvention.

1-24. (canceled)
 25. A method of forming a metallic item comprising thesteps of: trimming the opposed lateral edges of a continuous metal blankto create a plurality of cut-outs in the opposed lateral edges; formingthe continuous metal blank into a tubular shape; welding along thelength of the tubular shape, whereby the lateral edges are joined onlyin the areas between the cut-outs; cutting the welded tubular shape inthe areas of the cut-outs thereby creating a plurality of items; andopening an end of each item to create a non-tubular portion on the item.26. A method as defined in claim 25 wherein said step of opening an endfurther comprises the step of angling a portion of the end.
 27. A methodof forming an item comprising the steps of: trimming a continuous metalstrip to form a plurality of indentations in the opposed lateral edges;rollforming the continuous metal strip into a continuous tubular shapewherein the opposed lateral edges engage each other; welding theengaging untrimmed lateral edges of the continuous tubular shape;cutting the welded continuous tubular shape in the area of theindentations thereby creating a plurality of items; and opening an endof each item to create a non-tubular end.
 28. A method as defined inclaim 27 wherein said opening step includes opening both ends of eachitem to create non-tubular ends.
 29. A method as defined in claim 27further comprising the step of forming an angled bracket from the end.30. A method of forming doorbeams comprising the steps of: providing acontinuous web of flat stock having a pair of opposed linear edges;trimming at least one of the linear edges at spaced locations along thelength of the flat stock creating trimmed edges and leaving untrimmededges; forming the trimmed flat stock into a generally tubular shapewith the untrimmed linear edges engaging one another; welding theengaging untrimmed lateral edges of the generally tubular shape;severing the welded tubular shape in the area of the trimmed lateraledges thereby creating a plurality of tubular lengths; and opening atleast one end of each tubular length in the area of the trimmed edges tocreate a bracket.
 31. The method of claim 30 wherein said step ofopening at least one end of the tubular length further comprises a finalforming step of forming a relatively flat end on the tubular length inthe area of the trimmed edges.
 32. The method of claim 31 furthercomprising the step of angling the relatively flat end.
 33. A method offorming doorbeams comprising the steps of: providing a continuous web ofsheet stock having a pair of lateral edges; forming the continuous webinto a generally closed configuration with at least portions of thelateral edges engaging one another; joining the engaging portions of thelateral edges in first longitudinal segments separated by unjoinedportions of the lateral edges in second longitudinal segments; severingthe joined closed configuration in the unjoined second longitudinalsegments thereby creating a plurality of lengths; and opening at leastone end of each length to create a bracket.
 34. The method of claim 33further comprising the step of forming a relatively flat bracket. 35.The method of claim 33 further comprising the step of forming an angledportion in the bracket.
 36. The method of claim 33 wherein said step ofjoining the lateral edges includes welding.